Indicator



A ril 30, 1929. c. E. SUMMERS INDICATOR Filed April 17. 1922 2Sheets-Sheet [nuenibr April 30, 1929. c. E. SUMMERS INDICATOR FiledApril 17, 1922 2 Sheets-Sheet TO IGNITION SWITCH r W15 m 4 m r 4 U m ar0 [ZZZ HESEES W X, 7 W K. K 121,,

Patented Apr. 30, 1929.

UNITED STATES v 1,711,001 PATENT OFFICE.

CALEB E. SUMMERS, OF DAYTON, OHIO, ASSIGNOB TO GENERAL MOTORS BES EABCHCORPORATION, OF DAYTON, OHIO,

A CORPORATION 01' DELAWARE.

INDICATOR.

Application filed April 17,

This invention relates to an indicating device especially adaptable toair-cooled internal-combustion engines. With such engines it is verynecessary that the cooling fan or 5 blower is operating properly at alltimes for if by any change it should fail to operate for any cause, such"as the breaking of the fan belt or other driving means, the engine willuickly become overheated with consequent isastrous results to thecylinders, pistons, valves, etc. For this reason it is most importantthat the operator be informed immediately when anything goes wrong withthe an cooling means and before the engine has reached hightemperatures.

It is also of great importance that the operator be informed immediatelywhen anything goes wrong with the lubricating system of the engine. Ineither of the above cases the operator should immediately stop theengine and determine the cause of the trouble before proceeding further.

Among the objects of this invention 1S to provide a simple andsubstantial pneumatic indicator which is durable, easily observed, andeffective at all times.

Another object is to provide a single indicator which will indicatewhether or not both the cooling system and lubricatinglsystem arefunctioning properly, whereby t e operator is required to watch only oneindicator 1nstead of two. Thus the probability of his noticing either ofthese serious troubles 1mmediately is greatly increased.

Y machine, such as upon the dash ofan automop bile.

Further objects and advantages of the pres-.

ent invention will be apparent from the following description, referencebeing had to the accompanying drawing, wherein a preferred form ofembodiment of the present invention is clearly shown.

In the drawing:

Fig. 1 is a more or less diagrammatic v ew of an air cooled automobileengine show ng the float operated electric switch in the en nelubricating system and the pneumatic 1n Icator on the dash.

Another object is to position the carburetor 1922. Serial in. 554,544.

Fig. 2 is a lan view of the combined indicator and car uretor adjustinglevers mounted thereon.

Fig. 3 is a side elevation of the indicator.

0 Fig. 4 is the dash or operators view of the indlcator. I

Fig. 5 is a section through the float operated electric switch in thelubricating system.

Similar reference characters refer to similar arts throughout theseveral views.

umeral 1O designates the internal combustion engine in its entiretyhaving the cylinders 11, the crank case 12, and the fan hous-' ng ordraft tube 14, and the centrifugal fan l 5, which draws air upwardlyaround the en'-v ginec linders 11 and out through the eriphcry 0 the fan15. The indicator w 'ch'is designated in its entirety by numeral 20 issuitably attached to the instrument dash 21 a of the automobile and inplain view of the operator. A pneumatic tube or duct 22 leads from theindicator 20 to the draft'tube'l' of the engine and has an air tightattachment thereto by means of nipple 23.

The indicator 20 includes a main body casting 25 to which the duct 22 issuitably fastened by means of the nip 1e 26. The duct 22 is continuedthrough t e casting 25 by the horizontal passage 27 and the verticalpassage 28 which in turn leads into the short 5 transparent cylinder 30,preferably of glass, which is cemented into the boss 29 of the casting25, thus makingan air tight joint therewith. Alight ball 31 preferablyof pith, rides loosel in the glass cylinder 30 and is capable of eingdrawn up against the seat 28 by the depression in the draft tube 14 whenthe cooling system is functioning properly but heavy enough to drop downto the lowerpart of the tube 30 when the depression in draft tube 14decreases to a dangerous oint. The face plate 32 which is rigidlyfastenedto casting 25 by means of screws or bolts 33 has an opening 35cut therein so that the indicator ball 31 is visible to the o eratoronly when it is in the lower part of t e tube 30,-and invisible when itis being held up a ainst the seat 28 at the top of the tube 30. has itis seen that whenever the operator notices the indicator ball (which ispreferably colored in contrast with the face plate) in view he knowssomething is wrong.

In addition to the-indicator being used to give warning of trouble inthe cooling s stem it is also used to give warning of trou 1e 10 net 50will be energize in the lubricating system of the engine as follows. Anelectric switch 40 is arranged to be closed by a float 41 whenever thelubricating oil is not flowing properly. In the particular form shown,as long as the lubricating system is functioning properly, oilconstantly flows through pipe 42 into the cup 43 whic fills until itruns over the top, thus holding the float 41 up and holding the electriccon tact points 44, 45 apart. However, when the flow through the pipe 42stops or drops off due to the trouble in the lubricating systerm the oillevel in cup 43 will drop due to oil flowing out of the hole 46 fasterthan it is running in, and hence the float 41 will drop and close thecontact points 44, 45 of the switch 40. The ungrounded terminal 47 ofthe switch 40 has a wire 48 connected Home with which leads to theelectro-magnet 50 supported upon the casting 25. The other terminal 49of the electro-magnet is grounded through the ignition switch of theengine to complete the circuit when switch 40 and the ignition switchare both closed. The armature 51 of the ma et 50 has a pivotalconnection to the casting 25 at the point 52 and a tension spring 53 isattached thereto which holds the armature 51 in the dotted position 51'when the magnet 50 is not energized. When the armature is drawn to thefull line position (see Fig. 3) its projecting end 55 closes the openend of the indicator tube 30 by fitting snugly therea ainst. Thus it isobvious that when the e ectric switch 40 is closed by any failurewhatever in the lubri eating system of the en ine the electro-mag- (fand cause the valve end 55 (ifthe armature 51 to close oil the assage ofair into tube 30 and cause the all 31 to drop due to gravity from thetop of the tube where it was held by the suction in draft tube 14 to itslower visible position (see Fig. 4).

Therefore, whenever the operator sees the ball 31 he knows it is due toone of two causes, namely, either the cooling system or the lubricatingsystem is not functloning properly, and that he should immediately stoand investigate.

6f course when the engine is not running the ignition switch is turnedoff and hence no electric circuit is made by the closing of l V theelectric switch 40.

In this invention it is preferred to also mount the carburetor adjustinglevers on the indicator instrument though either one or both of thesemay be mounted elsewhere if desired. However, it is a great convenienceto be able to see at one glance that the carburetor adjustmentsarepmperly set and that the air and oiling systems are working properly.The two bent levers 60 and 70 are pivotally mounted on the casting 25 bymeans of the screws 61 and 71. The lower arms of the levers areconnected to Bowden wires 62 and 72 respectively which are enveloped bythe guide tubes 63 and 73 having their upper ends fixed in the lugs 64-and 74 on the casting 25. The handles 65 and 75 of the levers 60 andextend through slots 66 and '76 in the face plate 32. Each of theseslots may be provided with a scale, as shown in Fig. 4. to

show more exactly the position of the handles The levers and Bowdenwires 65 and 75. may be used for operating any engine or otheradjustments, however, they are ordinarily used for making carburetoradjustments, such as the operation of the choke valve in starting, and acarburetor richness adjusting means.

7 While the form of mechanism herein shown and described, constitutes apreferred form of embodiment of the present invention, it is to beunderstood that other forms might be adopted, all coming within thescope of the claims which follow.

What I claim is as follows:

1. In combination with an internal combastion engine having maticallyoperated indicator, a duct leading from the indicator to the draft tube,means Within the duct to indicate the tendency of air to flowtherethrough, means to close the duct, and means operable by a secondabnormal condition in the engine for controlling said closin meanswhereby said second condltion is a so indicated by the indicating means.

2. In combination with an internal combus tion englne having an aircooling system, the cooling system including a draft tube, a suctronoperated indicator adapted to be posi tioned at a distance from theengine, a conduit leading from the external atmosphere ast the indicatorand to the draft tube wherey the pressure conditions in the draft tubeactuate the indicator, a valve for controlling the flow of air throughsaid conduit, a magnet .operatively connected with said valve to operatethe same, a float the position of which is dependent upon the level ofoil in the oilmg system of the engine, and an electric circuit havingassociated therewith acircuit openin and closing device which iscontrolled by sai float and which circuit includes the a draft tube, apneumagnet aforesaid.

nature.

GALEB E. SUMMERS.

